Locomotive



' (No Model.) a Sheets-Sheet 1.

ALE. RANK.

' LOGOMOTIVE.

Patented Dec //V VEIl/TOR W ATTORNEY WITNESS 6-6 N. PETERS,Pmlo-lilhographer. Wflvhington. EC.

(No Model.) 3 Sheets-Sheet 2.

A. H. RANK.

LOGOMOTIVB. No. 417,586 Patented Dec. 1'7, 1889.

v Min/5885s.-

ATTORNEY (No Model.) a Sheets-Sheet 3. A. H, RANK.

LOGOMOTIVE.

N0.'417,5 86. Patented Dec. 17, 1889.

WITNESSES; Ill/VE/VTOI? f 1 B 6% '%AWT j ATTORNEY Lnhngmphln Washington.u. c,

" UNITED STATES- PATENT Fries.

ANTHONY H. BANK, OF PHILADELPHIA, PENNSYLVANIA.

L O C O M O T IV E SPECIFICATION forming part of Letters Patent No.417,586, dated December 17, 1889. Application filed February 15, 1889.Serial No. 299,963. (No model.)

ToaZZ whom it may concern.-

Be it known that I, ANTHONY H. RANK, of Philadelphia, in the county ofPhiladelphia and State of Pennsylvania, have invented a new and ImprovedLocomotive, of-Which the following is a full, clear, and exactdescripnon.

The object of the invention is to provide a new and improved compoundlocomotive which is simple and durable in construction, effective inoperation, and very equally balanced.

The invention consists in certain parts and details and combinations ofthe same, as will be fully described hereinafter, and then pointed outin the claims.

Reference is to be had to the accompanying drawings, forming a part ofthis specification,

in which similar letters of reference indicate corresponding parts inall thefigures.

Figure 1 is an elevation of my improvement. Fig. 2 is a plan view of thesame with the boiler removed- Fig. 3 is a front view of the improvementwith the head-gear removed. Fig. 4 is a front view of a pair ofdrivingwheels. Fig. 5 is a side elevation of the main frame. Fig. 6 is aside elevation of the center frame. Fig. 7 is a front view of thesupporting-frame for the axle-box. Fig. 8 is a side elevation of thesame. Fig. 9 is a plan view of the same, and Fig. 10 is an elevation ofthe crank-shaft for the valves.

The improved locomotive A is provided With two highspressure cylinders BB and two low-pressure cylinders O O, which latter are arranged on thesides of the high-pressure cylinders B B, respectively, as is plainlyshown in Fig. 2. The cylinders B B and C O are placed alongside of eachother, and are supported. in the frontend of the main frame D, of theusual construction, as is plainly shown in Fig. 5.

The low-pressure cylinders O and O are connected by the usual means withthe crankpins E E, respectivelysecured on the'front drive-Wheels F F,respectively, both secured on the front axle G. The crank-pins E and Eare also connected by the pitmen H and H with the crank-pins I and 1respectively,

F and F,respectively, stand at right angles to each other in the usualmanner, and the crank-pins of the rear drive-wheels are similarlyarranged. The crank-arms K and K K and K extend diametrically across thecenter of the respective shaft G or J, as is plainly shown in Fig. l.

The high-pressure cylinders B and B are connected by the pitmen L and L,respectively, with the crank-disks N and N, respectively secured on thefront axle G, between the side beams of the main frame D. On the axle G,between the crank-disks N and N, are secured the double eccentrics O and0, connected in the usual manner with the links P and P, actuating thecrank-shafts Q and Q, respectively mounted to turn in suitable bearings011 the main frame D. Each of the shafts Q and Q is provided with acrankarm Q connected with the valve in the highpressure cylinder B or B,respectively, and the said crankshaft Q or Q is also provided with thecrank-arm Q extending diametrically opposite the crank-arm Q andconnected with the valve in the low-pressure cylinder 0 or C,respectively.

The reversing-shaft R is mounted on top of the main frame D, and isconnected in the usual manner with the links P and P, being operated inthe ordinary manner from the cab of the locomotive by the engineer. Theaxle G ismounted to turn in the outer bearings .S S and the innerbearings S S secured in a rectangular frame T, mounted to slide insuitable grooves in the side beams of the main frame D. I also fitted toslide vertically in guideways D, formed in the main frame D, as isplainly shown in Fig. 5.

The rectangular frame T is guided at its upper part in thebracing-frames U, connected The outer bearings S and S are at theirforward ends to the castings of the high-pressure cylinders B and B. Therear ends of the bracing-frames U are secured on the transverse rod V,fastened to the side beams of the main frame D.

The operation is as follows: The steam enters in the usual manner intothe steamchests of the two high-pressure cylinders B and B, so that thelatter impart a rotary motion to the axle G by the connection of thepitmen L L and the crank-disks N N. The exhaust-steam from thehigh-pressure cylinders B and B passes into theloW-pressure cylinders Oand C, respectively, so that the latter transmit the power of the steamto the crank-pinsE and E on the front drivingwheels F and F, secured onthe axle G. The latter thus receives a second impulse from the exllauststeam discharged by the high-pressure cylinders B and B through theheads of the low-pressure cylinders G and O. The rear drive-wheels I andI are operated from the front drive-wheels F and F in the usual mannerby the respective connections. Both sets of Wheels are completelybalanced by the additional crank-arms K, K, K and K and theconnecting-links Kt By the use of four cylinders the fourconnecting-rods,which are of greatweight, balance one another. By theuse of the crank-disks N and N, I counterbalance the axle G, and byusing the four parallel links and beams 11 K and H K I completelycounterbalance the front and rear drive-wheels F F and I I.

The special arrangement of the cylinders, as shown and described, forcesthe locomo tive to drive straight ahead, thus obviating the oscillatingmotion of the locomotives now in use, which oscillating motion is thesource of great destruction to rails and machinery. As the drive-wheelsare perfectly counterbalanced, I overcome the damage done by the presentcounterbalance-weights on the drivewheels. The-counterbalance-weight ofthe drive wheels as heretofore constructed is fully equalized by makingthe rims of the said drive-wheels very heavy, as before stated.

The center frames U and U relieve the sectional axle G of all horizontalstrain,and the frame T, supporting the axle-bearings S, r S and Srelieves the axle of all vertical strain.

Having thus fully described my invention, I claim as new and desire tosecure by Letters Patent- 1. In a locomotive, the combination, with thefront axle and drive-wheels mounted thereon, of crank-disks mounted onthe axle between the drive-wheels, and double eccentrics on the axlebetween the crank-disks, substantially as and for the purpose set forth.

2. In a locomotive, the'combination,with the front and rear Wheels, eachprovided with a crank-pin having a crank-arm, pitmen l-l, connecting thecrank-pins, links connecting the crank-arms, and crank-disks mounted onthe axle of the front wheels between the said wheels, whereby both setsof wheels and the front axle will be balanced, substantially asdescribed.

3. In a locomotive, the combinationmith a main frame, of boxes held toslide vertically in the said frame and supporting the front axle, arectangular frame fastened on the said boxes, and a center framesupported onthe said main frame and forming vertical guide- Ways for thesaid rectangular frame,substantially as shown and described. r r r r rANTHONY I'I. RANK.

Witnesses:

CHARLES W. LEEDS, JOSEPH S. LEEDS.

